Vehicle transmission shift safety system

ABSTRACT

An assembly and method of controlling the use of an automobile while encouraging the use of occupant restraints ( 12 ) including a switch ( 18 ) that moves an actuator ( 16 ) to and from a blocked position. The actuator ( 16 ) blocks the movement of the shift mechanism ( 10 ) until occupant restraint sensors ( 14 ) detect the occupant restraints ( 12 ) in the fastened positions or the expiration of the predetermined time. The predetermined time can begin at a variety of points during the method. The length of the predetermined time also varies based upon which seats in the vehicle are occupied and the weight of the passengers. The length of the predetermined time must be long enough to frustrate the operator to fasten the occupant restraint ( 12 ).

BACKGROUND OF THE INVENTION

1. Field of the Invention

An assembly and method for controlling the use of an automotive vehiclewhile encouraging the use of occupant restraints.

2. Description of the Prior Art

Various assemblies are well known in the prior art that prevent the useof an automotive vehicle unless the occupant restraints are engaged. Anexample of such a device is disclosed in the U.S. Pat. No. 3,859,625 toEggert, Jr.

The Eggert patent discloses an interlock seatbelt system for a vehicle.The arrangement includes a gear selector, a selector switch, a pin, anignition switch, and a plurality of seat belt switches. When theoperator sits on the seat, the engine can be started without regard tothe seat belt switches. However, when the operator shifts from park orneutral, the switches open and close. The opening and closing of theswitches energizes a relay that actuates the pin. The pin extends andengages a notch of the gear selector preventing the operator fromshifting. Once the operator has fastened his seatbelt, the relay isde-energized and the pin disengages from the gear selector. The vehiclecan be operated normally after the operator has fastened his seatbelt.Additional sensors may be positioned in the passenger seats and theyoperate in the same fashion as described above.

The prior art safety devices show a seatbelt and gear interlock thatprevents the shifting of the vehicle if the seatbelt is not fastened.They require that the seatbelts be fastened in all occupied positionsbefore shifting the vehicle. This method is very limiting and intrusiveon the personal choices of the operator and passengers. There remains anopportunity to continue to encourage use of the seatbelts whilerecognizing the choice of the operator or passengers to operate thevehicle without using his or her seatbelt.

SUMMARY OF THE INVENTION AND ADVANTAGES

The invention provides a vehicle assembly comprising a transmissionhaving a plurality of shift positions and an occupant restraint. Theoccupant restraint, having a fastened position and an unfastenedposition, includes an occupant restraint sensor for detecting thefastened position and the unfastened position. A shift mechanism shiftsthe transmission between shift positions and an actuator is movable toand from a blocked position for preventing the shifting. The assembly ischaracterized by a timer, responsive to the restraint being in theunfastened position, for controlling the actuator and retaining theactuator in the blocking position for a predetermined time.

The subject invention also provides a method of controlling the use ofan automotive vehicle having a brake pedal, an engine, a transmissionwith a plurality of shift positions and a restraint for an operatormovable between an unfastened and a fastened position. The methodcomprises the steps of initiating operation of the engine, depressingthe brake pedal, shifting the transmission between shift positions, andblocking the shifting until the restraint is in the fastened position.The method is characterized by blocking the shifting for a predeterminedtime in response to the restraint being in the unfastened position

Accordingly, an assembly and a method are provided that encourage theuse of seatbelts while allowing for personal choices of the operator andpassengers. The use of a delay often alters the behaviors of busypeople. The subject invention frustrates the operator with the delay ofoperating the vehicle. To avoid the frustration and wait, the operatorsimply fastens the seatbelt and is then able to operate the vehicle.However, the subject invention does not require that the seatbelt befastened to ever operate the vehicle. Instead, the delay eventuallyexpires and the operator is then able to operate the vehicle normally.Therefore, the operator can choose to not fasten the seatbelt, butinstead has to wait for the expiration of the delay to operate thevehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Other advantages of the present invention will be readily appreciated asthe same becomes better understood by reference to the followingdetailed description when considered in connection with the accompanyingdrawings wherein:

FIG. 1 is perspective view of an interior of an automotive vehicleshowing the components of the subject invention;

FIG. 2 is a schematic diagram of the steps of the method in oneembodiment; and

FIG. 3 is a schematic diagram of the steps of the method in a secondembodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to the Figures, wherein like numerals indicate like orcorresponding parts throughout the several views, the subject inventionincludes an assembly and a method for controlling the use of anautomotive vehicle while promoting the use of occupant restraints. Thecomponents of the assembly are shown in FIG. 1. The assembly consists ofa transmission with a plurality of shift positions. Such shift positionsinclude park, reverse, neutral and drive. A shift mechanism 10 is usedto shift the transmission between the plurality of shift positions. Theassembly also consists of an occupant restraint 12 and an occupantrestraint sensor 14. The occupant restraint sensor 14 detects if theoccupant restraint 12 is in a fastened or unfastened position. Anactuator 16 is included in the assembly for blocking the movement of theshift mechanism 10 and preventing the shifting of the transmission. Theactuator 16 is moveable to and from the blocked position. The assemblyuses a switch 18 to move the actuator 16 to and from the blockedposition. The switch 18 moves the actuator 16 to a blocked position inresponse to the occupant restraint sensor 14 detecting the occupantrestraint 12 in the unfastened position.

The assembly is characterized by a timer 20. The timer 20 is alsoresponsive to the occupant restraint sensor 14 detecting that theoccupant restraint 12 is in the unfastened position. The switch 18 movesthe actuator 16 from the blocked position when the predetermined time ofthe timer 20 expires. The switch 18 also moves the actuator from theblocked position when the occupant restraint sensor 14 detects theoccupant restraint 12 in the fastened position.

The subject invention also includes an alarm. The alarm can provideinformation in any format, i.e. visual, audible, etc. The purpose of thealarm is to notify the operator of the vehicle that the shift safetysystem is engaged. The alarm will trigger when the actuator 16 isblocking the shift mechanism 10 and the occupant restraint 12 is in theunfastened position. The alarm notifies the operator that the delay isin progress and to fasten the occupant restraint 12. The alarm willcease at either the expiration of the predetermined time or when theoccupant restraint 12 is in the fastened position.

The assembly may also utilize a microprocessor including one or more ofthe components and/or functions illustrated in FIGS. 2 and 3. Themicroprocessor would be programmed with a predetermined success rate.The predetermined success rate would be the number of times that thesubject invention was successful in encouraging the operator to fastenthe occupant restraint 12 before the expiration of the predeterminedtime. The microprocessor would monitor a fastening frequency and aninitiation frequency. The fastening frequency is the number of timesthat the occupant restraint 12 was fastened prior to the expiration ofthe predetermined time. The initiation frequency and the initiationfrequency would be continually monitored over a period of time such asweeks or months. The microprocessor would then compare the fasteningfrequency to the initiation frequency to produce a success rate. Thesuccess rate is then compared to the predetermined success ratedeveloped earlier. In response to the predetermined success ratematching or exceeding the calculated success rate, the microprocessorwould then adjust the length of the predetermined time.

As an example, if the microprocessor monitored and calculated that thesuccess rate is 20%, then the assembly is not frustrating the operatorinto fastening the occupant restraint 12. The operator is allowing thepredetermined time to expire before fastening the occupant restraint 1280% of the time. The microprocessor would then compare the success rateto the predetermined success rate, for example, 75%. Since, in thisexample, the success rate, 20%, is less than the predetermined successrate of 75%, the microprocessor would increase the length of thepredetermined time to further frustrate the operator and encourage useof the occupant restraint 12. Once the occupant restraint 12 was beingfastened before the expiration of the predetermined time and the successrate was increasing, the microprocessor could decrease the length of thepredetermined time because the operator had developed the habit offastening the occupant restraint 12. The microprocessor could be used tocontrol a variety of different functions and should not be limited tothe example described above.

The use of the assembly is better understood with a description of themethod. Alternative sequences of the method steps are shown in FIGS. 2and 3. The method begins with an operator initiating operation of avehicle engine. Once the engine is started, an occupant restraint sensor14 detects whether the occupant restraint 12 is in the fastened orunfastened position. The next step is for the operator to shift thetransmission to one of a plurality of shift positions such as reverse ordrive. Initially the shift mechanism 10 would be in the park positionand the switch 18 would have the actuator 16 in the blocked position.The operator would depress a brake pedal 22 and attempt to move theshift mechanism 10 to a position other than the park position. If theoccupant restraint sensor 14 detects that the occupant restraint 12 isin the fastened position, then the switch 18 moves the actuator 16 fromthe blocked position. Hence, the shift mechanism 10 will move freely tothe desired shift position. However, if the occupant restraint sensor 14detects that the occupant restraint 12 is in the unfastened position,then the switch 18 will not move the actuator 16 from the blockedposition. Instead, a predetermined time begins to expire.

An alternative embodiment of the subject invention could block theshifting of only selected shift positions. An example would be blockingthe shift positions of all drive gear positions, but allowing the shiftmechanism 10 to move freely to shift positions such as reverse orneutral. This alternative to blocking all of the shift positions wouldprovide manufacturers and operators a greater amount of choices whileencouraging the use of occupant restraints 12.

The method is characterized by not moving the actuator 16 from theblocked position until the expiration of a predetermined time. Once thepredetermined time has expired, the switch 18 moves the actuator 16 fromthe blocked position and the operator is able to move the shiftmechanism 10 to the desired shift position. The predetermined timecontinues only while the occupant restraint sensor 14 detects that theoccupant restraint 12 in the unfastened position. If, during thepredetermined time, the occupant fastens the occupant restraint 12, thenthe switch 18 moves the actuator 16 from the blocked position. Theactuator 16 is only in the blocked position while the occupant restraint12 is in the unfastened position or until the expiration of thepredetermined time.

The start of the predetermined time can begin at various steps of themethod. One possible starting point is when the operator initiates theengine. If the occupant restraint 12 is in the unfastened position thenthe predetermined time begins to expire once the engine is started. Analternative starting point is once the operator depresses the brakepedal 22. If the occupant restraint 12 is in the unfastened positionthen the predetermined time begins to expire once the brake pedal 22 isdepressed. The length of time for depression of the brake pedal 22 canvary. The subject invention could require just a tap of the brake pedalto holding the brake pedal for several seconds for triggering thebeginning of the predetermined time.

The length of the predetermined time is dependent upon a variety offactors. The objective of the subject invention is for the predeterminedtime to be long enough to frustrate the operator. To avoid thefrustration, the operator will fasten the occupant restraint 12. Onefactor for determining the length of the predetermined time is at whichstep the predetermined time begins. The predetermined time would need tobe longer if it was started along with initiation of the engine thanwith depression of the brake pedal. Often an operator initiatesoperation of the engine but performs other tasks before driving thevehicle. The predetermined time would need to be long enough to stillfrustrate the operator if the occupant restraint is in the unfastenedposition once the operator chooses to finally drive the vehicle. Thepredetermined time would be shorter if it was started along with thedepression of the brake pedal. Often, shifting the transmission from thepark position is one of the last steps before the operator begins todrive the vehicle. Therefore, the length of time needed to frustrate theoperator would be less. Eventually, if the length of the predeterminedtime is set correctly, then the operator will choose to avoid thefrustration of waiting to drive the vehicle and fasten the occupantrestraint 12.

Other factors, such as occupant location, can also affect the length ofthe predetermined time. The subject invention also includes detectingthe presence of an occupant in one of a plurality of vehicle positions.An occupant detector can determine which positions in the vehicle areoccupied, i.e. driver's seat, passenger's seat, backseat. The occupantdetector can also detect the weight of the occupant in each occupiedvehicle positions. Adjustments to the length of the predetermined timecan be made based upon which vehicle positions are occupied and theweight of the passengers. Often, lightweight passengers in the backseatvehicle positions are small children. The length of the predeterminedtime may be increased to allow more time for the operator to encouragethe children to fasten the occupant restraints. Various combinations ofoccupied vehicle positions and passenger weights will produce differentlengths in the predetermined time.

Obviously, many modifications and variations of the present inventionare possible in light of the above teachings. The invention may bepracticed otherwise than as specifically described within the scope ofthe appended claims, wherein that which is prior art is antecedent tothe novelty set forth in the “characterized by” clause. The novelty ismeant to be particularly and distinctly recited in the “characterizedby” clause whereas the antecedent recitations merely set forth the oldand well-known combination in which the invention resides. Theseantecedent recitations should be interpreted to cover any combination inwhich the incentive novelty exercises its utility. In addition, thereference numerals in the claims are merely for convenience and are notto be read in any way as limiting.

What is claimed is:
 1. A method of controlling the use of an automotive vehicle having a brake pedal (22), an engine, a transmission with a plurality of shift positions and an occupant restraint (12) for an operator movable between an unfastened and a fastened position, said method comprising the steps of: initiating operation of the engine, depressing the brake pedal (22), blocking the shifting of the transmission between shift positions until the occupant restraint (12) is in the fastened position, said method characterized by blocking the shifting for a limited predetermined time in response to the occupant restraint (12) being in the unfastened position to allow the shifting after the predetermined time with the occupant restraint (12) being in the unfastened position.
 2. A method as set forth in claim 1 including removing the blocking of the shifting before the expiration of the predetermined time in response to the occupant restraint (12) being in the fastened position.
 3. A method as set forth in claim 1 including beginning the predetermined time in response to initiating operation of the engine.
 4. A method as set forth in claim 1 including beginning the predetermined time in response to depressing the brake pedal (22).
 5. A method as set forth in claim 1 including alerting the occupant that the shifting is blocked and the occupant restraint is in the unfastened position.
 6. A method of controlling the use of an automotive vehicle having a brake pedal (22), an engine, a transmission with a plurality of shift positions and an occupant restraint (12) for an operator movable between an unfastened and a fastened position, said method comprising the steps of: initiating operation of the engine, depressing the brake pedal (22), blocking the shifting of the transmission between shift positions until the occupant restraint (12) is in the fastened position, blocking the shifting for a predetermined time in response to the occupant restraint (12) being in the unfastened position, and detecting the presence of an occupant in one of a plurality of vehicle positions and adjusting the length of the predetermined time in response to the occupied vehicle position.
 7. A method as set forth in claim 6 wherein the detecting is further defined as sensing the weight of the occupant and adjusting the length of the predetermined time in response to the weight of the occupant.
 8. A method of controlling the use of an automotive vehicle having a brake pedal (22), an engine, a transmission with a plurality of shift positions and an occupant restraint (12) for an operator movable between an unfastened and a fastened position, said method comprising the steps of: initiating operation of the engine, depressing the brake pedal (22), blocking the shifting of the transmission between shift positions until the occupant restraint (12) is in the fastened position, blocking the shifting for a predetermined time in response to the occupant restraint (12) being in the unfastened position, and monitoring a fastening frequency and an initiation frequency, wherein the fastening frequency is the frequency of fastening the occupant restraint prior to expiration of the predetermined time and the initiation frequency is the frequency of initiating the engine.
 9. A method as set forth in claim 8 including comparing the fastening frequency and the initiation frequency to result in a success rate.
 10. A method as set forth in claim 9 including developing a predetermined success rate and adjusting the length of the predetermined time in response to a comparison between the success rate and the predetermined success rate.
 11. A vehicle assembly comprising: a transmission having a plurality of shift positions, an occupant restraint (12) having a fastened position and unfastened position, an occupant restraint sensor (14) for detecting said fastened position and said unfastened position of said occupant restraint (12), a shift mechanism (10) for shifting the transmission between shift positions, an actuator (16) movable to and from a blocked position for preventing the shifting, said assembly characterized by a timer (20) responsive to said occupant restraint (12) in said unfastened position for controlling said actuator (16) to retain said actuator (16) in said blocking position for a limited predetermined time to allow said actuator (16) to move from said blocking position after the predetermined time even though the occupant restraint (12) remains in the unfastened position.
 12. An assembly as set forth in claim 11 including a switch (18) for moving said actuator (16) from said blocking position before the expiration of said predetermined time in response to said occupant restraint (12) being in said fastened position.
 13. An assembly as set forth in claim 11 including an alarm for providing an occupant with information that said actuator (16) is in said blocking position and said occupant restraint (12) is in said unfastened position.
 14. A vehicle assembly comprising: a transmission having a plurality of shift positions, an occupant restraint (12) having a fastened position and an unfastened position, an occupant restraint sensor (14) for detecting said fastened position and said unfastened position of said occupant restraint (12), a shift mechanism (10) for shifting the transmission between shift positions, an actuator (16) movable to and from a blocked position for preventing the shifting, a timer (20) responsive to said occupant restraint (12) in said unfastened position for controlling said actuator (16) to retain said actuator (16) in said blocking position for a predetermined time, and a microprocessor for developing a predetermined success rate, monitoring a fastening frequency and initiation frequency, calculating a success rate and adjusting the length of said predetermined time in response to a comparison between the success rate and the predetermined success rate. 